Molten Sulphur Rail Tank Car 

Loading and Unloading Operations

Leading Practices in Industry
The information contained in this summary report has been assembled from input 

provided by individuals, organizations, and other sources believed to be knowledgeable

and reliable. However, no warranty, guarantee, or representation, expressed or

implied, is made by The Sulphur Institute as to the correctness, sufficiency, or

usefulness of any of the information contained herein, and The Sulphur Institute

assumes no responsibility in connection herewith. Information not already in the

public domain has been aggregated to avoid disclosing individual company data.

References herein to any specific commercial product, process, or service by trade

name, trademark, manufacturer, or otherwise does not necessarily constitute or imply

its endorsement or recommendation by The Sulphur Institute nor do the views and

opinions expressed by the authors herein necessarily reflect those of The Sulphur 

Institute.

Copyright 2014 The Sulphur Institute

1020 19th Street NW, Suite 520

Washington, DC 20036 USA

Telephone: +1 (202) 331-9660

Facsimile: +1 (202) 293-2940

Website: http://www.sulphurinstitute.org

E-mail: sulphur@sulphurinstitute.org
i

Table of Contents

Executive Summary..............................................................................................................1

1.0 Introduction.....................................................................................................................3

1.1 Study Overview..........................................................................................4

1.2 Federal Railroad Administration Study Overview .......................................4

1.3 Sulphur Properties .....................................................................................6

2.0 Overview of Loading/Unloading Safety Precautions when Handling Molten 

Sulphur Rail Tank Cars .............................................................................................7

2.1 General Overview ......................................................................................8

2.2 Safe Operations .........................................................................................8

2.3 Emergency Considerations ........................................................................10

2.4 Specialized Equipment Considerations ......................................................10

3.0 Loading Molten Sulphur into a Rail Tank Car ...............................................................13

3.1 Open Dome Lid (Venting)...........................................................................14

3.2 Loading a Rail Car .....................................................................................14

4.0 Unloading Molten Sulphur from a Rail Tank Car ..........................................................17

4.1 Open Dome Lid (Venting)...........................................................................18

4.2 Steam Rail Car...........................................................................................19

4.3 Unload Rail Tank Car.................................................................................19

4.4 Secure from Unloading Operation..............................................................20

5.0 Observations...................................................................................................................21

5.1 Alternatives for Loading .............................................................................22

5.2 Alternatives for Unloading ..........................................................................22

5.3 Potential Equipment Improvements............................................................22

6.0 References.......................................................................................................................24

7.0 Acronyms ........................................................................................................................25

Appendix A – Molten Sulphur Rail Tank Car Guidance.................................................27

Appendix B – Association of American Railroads Pamphlet 34.....................................31

Appendix C – Department of Transportation Safety Advisory Guidance........................61
ii

List of Figures

Figure 1: Formed Solid Sulphur at a Port Facility 2

Figure 2: Sulphur Molecule 4

Figure 3: Wind Sock as an Example of a Leading Practice 5

Figure 4: Sulphur Properties 6

Figure 5: Rail Tank Car Documentation 8

Figure 6: Safe Operations 8

Figure 7: H2S Considerations 9

Figure 8: Emergency Evacuation 10

Figure 9: Eye Wash / Shower Stall 10

Figure 10: Safety Equipment 10

Figure 11: Personal Protective and Miscellaneous Safety Equipment 11

Figure 12: Open Dome Lid (Venting) 14

Figure 13: Loading a Rail Tank Car 14

Figure 14: Inspect Rail Tank Car 15

Figure 15: Manway Closure Procedure 16

Figure 16: Open Dome Lid 18

Figure 17: Unloading 20

Figure 18: Use of Bucket to Reduce Spillage 22

Figure 19: Maintain Paperwork 23
1

Executive Summary

The Sulphur Institute (TSI) has coordinated with the US Department of Transportation 

(DOT), Federal Railroad Administration (FRA) to observe, review, and provide a 

summary of procedures for loading and unloading molten sulphur rail tank cars and 

identify leading practices and opportunities for information sharing to enhance 

operations. These observations have led to development of this document on reducing 

potential for solid sulphur residue on the exterior of rail tank cars and ideas to improve 

practices and procedures for loading and unloading operations.

The Institute conducted a confidential survey of existing member company locations, 

including average number of molten sulphur rail tank cars loaded or unloaded per day, 

at several operating facilities. From this survey, sites were selected and solicited for 

peer review. Companies were contacted to assess their interest in participating in this 

study. Copies of loading and unloading procedures were requested and received from 

these and other interested companies.

Institute staff visited two loading, one transloading, and three unloading facilities to 

observe and collect data on possible origins of sulphur residue on the exterior of rail 

tank cars. These data have allowed TSI to identify potential causes, analyze associated 

trends, and provided an opportunity for industry to share practices and reduce molten 

sulphur residue on the exterior of rail tank cars.

The sulphur industry’s goal is to load, transport, and unload sulphur in as safe and 

effective manner as possible. The Institute received an FRA grant to conduct a study 

and share leading practices for improving efficiency and safety of loading and unloading 

molten sulphur to and from rail tank cars. 

This Molten Sulphur Rail Tank Car Loading and Unloading Operations study is an effort 

to share a variety of leading practices collected and aggregated from several facilities 

within the United States. This summary report provides the sulphur industry multiple 

examples of loading and unloading practices from which to select those most 

appropriate for their facility. In addition, this summary report provides general 

information about properties of sulphur and available references for safe handling.

The focus of this document is to address common issues faced when a worker is 

performing standard procedures around the manway when loading / unloading molten 

sulphur. Additional information regarding bottom outlet valves, as is necessary to the 

loading / unloading of the rail tank car is provided, however, is largely referenced in 

Section 6.0. Please refer to these resources for additional information.

This document references the following molten sulphur aspects:

 Study Overview and Sulphur Properties

 Safety Precautions
2

 Loading Practices

 Unloading Practices

 Observations Regarding Leading Practices

This study is neither a complete and comprehensive set of rail tank car loading and 

unloading methodologies, including worker safety procedures, nor meant to establish 

any standard or industry practice. Each particular location may require the use of 

additional, or different, precautions for loading and/or unloading operations to be 

performed safely, as each site may have unique attributes.

Figure 1: Formed Solid Sulphur at a Port Facility
3

1.0 Introduction
4

1.1 Study Overview

On December 3, 2002, the U.S. Department of Transportation (DOT), Research and 

Special Programs Administration (RSPA) published a Notice of Proposed Rulemaking 

(NPRM) in Federal Register, Vol. 67, No. 232 that proposed changes to Title 49 U.S. 

Code of Federal Regulations (CFR) §173.24 covering general requirements for non-bulk 

packages. Following RSPA's evaluation period, there were technical and substantive 

changes made to proposed wording in §173.24, paragraph (b)(4), published in Federal 

Register, Vol. 68, No. 147 Final Rule, on July 31, 2003 that affected bulk packages. 

In 2004, bright yellow solid sulphur on jackets of molten sulphur rail tank cars attracted 

increased attention of Federal Railroad Administration (FRA) inspectors, who brought 

industry's attention to this new wording in 173.24(b)(4). As a result, The Sulphur 

Institute (TSI) implemented its "Action Plan 

for Spills on Molten Sulphur Tank Cars" to 

provide initial guidance for industry and to 

address Federal Railroad Administration 

(FRA) inspector’s concerns. To further 

assist in this effort, TSI developed and 

widely distributed “Molten Sulphur Rail 

Tank Car Guidance Document,” November 

18, 2010, when adopted as a US Code of 

Federal Regulations reference by Final 

Rule published in Federal Register Vol. 78, 

No. 47 on Monday, March 11, 2013

(attached and labeled as Appendix A).

Current industry practices for molten sulphur rail tank car transportation, including 

loading and unloading, have been constantly improved over many years. Molten 

sulphur transportation was adversely affected by changes to 49 CFR 173.24(b)(4). 

When inspection personnel began cautioning shippers about possible violations for 

even small drops of formed, solid sulphur on exterior surfaces of rail tank cars, sulphur 

loading and unloading supervisory personnel requested assistance.

Rail tank cars used for shipping molten sulphur are designed, constructed, maintained, 

and carefully sealed, so that under normal conditions of transport, molten sulphur is 

contained inside the tank. Industry has made significant improvements in the past ten 

years to the molten sulphur rail tank car fleet. Industry efforts have been recognized by 

FRA in correspondence and noted in public forums.

1.2 Federal Railroad Administration Study Overview

The sulphur industry is dedicating significant assets to address solid sulphur residue on 

molten sulphur rail tank car jackets. This residue, which is not dangerous, attracts 

attention because of its bright yellow color on a black background. Since 2004, TSI has 

been working with industry to reduce occurrences of solid sulphur residue on molten 

sulphur rail tank cars through education, meetings, and regular communications.

Figure 2: Sulphur Molecule
5

Through observation of onsite facilities, TSI is 

providing suggestions for potential 

improvements to loading and unloading 

operations, along with other practical options, 

such as improving practices, equipment 

design, use of coverings, coatings, etc. Using 

a variety of existing practices, TSI has 

assembled potential improvements to a 

reasonable benchmark using a range of 

metrics most important to a cross section of 

users within our member organizations.

In its analysis of leading practices regarding 

loading and unloading of molten sulphur to and 

from rail tank cars, TSI limited scope to procedures and practices on top of the rail tank 

car around the manway, the bottom-outlet valve, and general workplace awareness. 

The FRA outlined the following five tasks for TSI’s study: 

Task 1: Improve Loading Practices at Origin

 Identify and visit three typical existing loading locations to observe daily practices

 Investigate / evaluate equipment / methods used to load sulphur

 Identify possible improvements to operations

Task 2: Improve Unloading Practices at Destination

 Identify and visit three typical existing unloading locations to observe daily 

practices

 Investigate / evaluate equipment / methods used to unload sulphur

 Identify possible improvements to operations

Task 3: Data Collection

 Formulate suggested practices for Tasks 1 and 2

 Summarize non-accident related releases with rail transportation of sulphur

 Summarize general arrangements and fitting assemblies on molten sulphur rail 

tank cars

 Survey facilities for types of equipment used to load/unload sulphur

 Survey TSI members to develop general operating procedures and training needs 

for pre-shipment inspection and securement

Task 4: Resources for Development of Educational Materials

Task 5: Draft report with results

 Report review by FRA

 Final report with results

 Presentation of results to FRA and stakeholders

Figure 3: Wind Sock as an Example 

of a Leading Practice
6

1.3 Sulphur Properties

Sulphur is an odorless, tasteless, bright yellow solid at ambient temperature. Typical 

sulphur properties are shown in the following table. 

Figure 4: Sulphur Properties

Chemical Name: Sulphur

Chemical Formula: S8 (orthorhombic form)

Physical State (at ambient temperature): Solid

CAS Number: 7704-34-9

Appearance: Solid - Yellow crystals, lumps, or formed 

shape; Liquid or molten - Yellow/Orange Viscous Liquid

Odor: Odorless (faint odor of rotten eggs if H2S is present)

Vapor Pressure: 0mmHG at 280oF (138oC)

Solubility In Water: Insoluble

Specific Gravity: 2.07 @ 70oF (21oC); 1.83 @ 270oF(132oC)

Freezing/Melting Point: 235-246oF (113-119oC)

Flashpoint: 405oF (207.2oC)

Auto-ignition Temperature: 478-511oF (248-266oC)
7

2.0 Overview of Loading/Unloading 

Safety Precautions when Handling 

Molten Sulphur Rail Tank Cars
8

2.1 General Overview

Proper training, use of good practices, and following well-established procedures is 

desired for all personnel performing molten sulphur rail tank car loading or unloading at 

facilities. Whenever any of these elements is in question, trained personnel should have 

authority to shut down these, or any other related operation.

This section outlines, in general, steps to safely connect and disconnect steam, 

condensate, and compressed air lines, and sulphur transfer systems to rail tank cars, 

monitor melting of sulphur in rail tank cars, and conduct a transfer of molten sulphur 

from a rail tank car.

Operations Managers should ensure that 

personnel follow procedures when 

conducting molten sulphur transfers and 

that they are trained and equipped with 

necessary personal protective equipment 

(PPE) and tools to accomplish their work. 

In accordance with regulatory 

requirements, rail tank cars should be 

inspected upon arrival and prior to 

departure to ensure they are in 

compliance for transportation. Upon 

arrival, if there is a defect with the rail tank 

car, it should be sent directly to shop for 

repair. “Bad Order” documentation for rail 

tank cars should be maintained.

2.2 Safe Operations

Typical work areas include steam generators, hot steam piping, condensate lines, air 

compressors, hand tools, and other equipment. Work areas under a rail tank car to 

open bottom outlets are in tight quarters whereas, work areas on top of a rail tank car to 

open manway covers are in more open, but at higher elevations. Personnel should wear 

appropriate PPE. Work areas should be kept 

as clean as possible to minimize tripping 

hazards and personnel should take proper 

precautions to prevent strains when working 

in awkward positions.

Steam and condensate present two 

significant hazards: pressure and heat. 

Steam will normally be 30 – 70 psi and 

approximately 300°F (150°C). Condensate 

will normally be 0 – 70 psi and 200 – 300 °F 

(95 – 150°C). Unlike sulphur (where 

clothing provides a semi-insulating layer 

Figure 5: Rail Tank Car Documentation

Figure 6: Safe Operations
9

from the hot liquid), steam and condensate may penetrate clothing and the hot, wet 

clothing may continue burning the skin. When there is potential for burns from these 

materials, protective clothing may include slicker suits over long sleeve shirts and noncloth gloves.

The cloth provides insulation from the heat and the slicker suit prevents the hot water or 

steam from penetrating and saturating the cloth. Personnel should wear appropriate 

PPE to protect them from this hazard and heed warnings in established procedures.

Workers involved in loading/unloading molten sulphur should be aware that:

 Molten sulphur may cause irritation to eyes, skin and respiratory system; avoid

liquid, mist and vapor contact

 Molten sulphur is stored and shipped hot, so thermal burns are a risk

o Transfer of molten sulphur requires it to be heated; be aware of the risk of 

burns from contact

 Sulphur is essentially non-toxic either through 

ingestion, inhalation, skin or eye contact; 

however the following situations should be 

considered

o May contain or release hydrogen sulfide 

(H2S), a gas which can be fatal if inhaled at 

excessive concentrations

o Individuals with known allergies to sulphites

or sulphur medications may have allergic 

reactions to elemental sulphur

o Avoid contact with eyes, especially contact 

lens wearers

o Maintain adequate ventilation in loading and 

unloading areas

 Sulphur may burn if exposed to sparks, open 

flames, or oxidizing agents (including rust)

 Sulphur should be stored separate from strong oxidizing agents, such as fluorine, 

chlorine, chlorates, nitrates (nitric acid), peroxides, liquid oxygen, permanganates, 

dichromates or the like

 Sulphur is corrosive to copper and copper alloys

 Be aware of other common workplace hazards

o Heat stress

o Slips/Trips/Falls

Figure 7: H2S Considerations
10

2.3 Emergency Considerations

 Should an operator working on the rail car become incapacitated, spotter (see 

Appendix B) should take the following actions:

o Make sure to wear a respirator and PPE for rescue

o Move operator away from rail car

o Notify supervisor and request appropriate assistance

o Personnel with potential for exposure to molten sulphur should have readily 

available access to eye wash / shower stalls

 In the event of a fire, wear full protective clothing and supplied air apparatus with 

full face respirator

o Burning sulphur decomposes into sulphur dioxide (SO2)

o Notify supervisor immediately

 

 

 

2.4 Specialized Equipment Considerations

 Management program should be in place to maintain clear procedures regarding 

approved usage of equipment

 Personal H2S monitor should be worn at all times

 Positive pressure air supplied respirator when opening manway covers and 

bottom-outlet valves

 Regular H2S training – certifications should be available

Figure 8: Emergency 

Evacuation

Figure 9: Eye Wash / 

Shower Stall

Figure 10: Safety 

Equipment
11

Figure 11: Personal Protective and Miscellaneous Safety Equipment

Following Are Suggested PPE Items

Hard Hat (ANSI Z89.1 Certified)

Safety Glasses (ANSI Z87.1 Certified)

Steel Toe Shoes (ANSI Z41.1 Certified)

Supplied Air Respirator (Required when opening rail tank car dome lid)

Appropriate Clothing (Long pants, long sleeve shirt, etc.)

Leather Gauntlet Gloves

Personal H2S Monitor (alarm at 10 ppm)

Following Are Suggested Rail Tank Car Options:

Consider on a Facility-by-Facility Basis

Bi-directional Derail (Engaged and locked-out)

Blue Flag (Raised)

Set Appropriate Number of Rail Car Handbrakes

Chock Appropriate Number of Rail Car Wheels

Additional information is available in Appendix C, “Safety Advisory Guidance: Heating

Rail Tank Cars To Prepare Hazardous Material for Unloading or Transloading” 

published by the Pipeline and Hazardous Materials Safety Administration (PHMSA) in 

Federal Register Volume 78, Number 134 on Friday, July 12, 2013.
12

[This Page Intentionally Left Blank]
13

3.0 Loading Molten Sulphur into a Rail 

Tank Car
14

3.1 Open Dome Lid (Venting)

Refer to Association of American 

Railroads Bureau of Explosives 

Pamphlet 34 for guidance on spotting 

rail tank cars, stencils, condition, and 

other general handling information 

(Attached as Appendix B). Advise 

owner of any problems with the tank 

car tank.

3.2 Loading a Rail Car

Prior to opening the dome lid:

 Following the proper spotting and 

securement of the rail car, inspect 

in accordance with appropriate 

government regulations

 Visually inspect tank car exterior for 

foreign matter or excessive product 

residue (Note: Refer to Appendix 

A, TSI’s Molten Sulphur Rail Tank 

Car Guidance document for 

additional information)

Check the following items for 

compliance:

 Confirm that tank car is for molten sulphur

 Confirm that stencils and marks are legible

 Check tank car for obvious signs of damage or leakage particularly around 

openings in the tank jacket

 Inspect gasket, nozzle, and eyebolts for wear or defects

 Inspect rupture disc and assure that pressure rating is compatible with stencil

 After ensuring safety, visually check bottom of tank car through open manway for 

any foreign matter

If tank car is not in compliance, follow company notification procedures

Figure 12: Open Dome Lid (Venting)

Figure 13: Loading a Rail Tank Car
15

If tank car is acceptable, begin loading process

o Insert and secure loading pipe to manway nozzle to prevent it from being 

displaced during loading

o Calculate load quantity (consider capacity and determine outage)

o Adjust load quantity for heel if present

o Apply gauging device or other means to monitor product level

 During loading, bottom outlet valve must be closed

o Check for any leakage during operation

 Monitor and control product loading to achieve desired outage limit and ensure car 

is not overloaded

 Prior to removing loading pipe from manway opening consider using a drip bucket 

or other means to capture any residual product from the loading pipe

After loading is complete:

 Move loading pipe/arm out of the way to allow 

for clear access to manway

 Inspect manway cover gasket and eyebolts 

and ensure they remain in good condition

 Check to ensure safety eye bolt is not 

wedged between manway cover and top of 

nozzle

 Visually confirm that gasket material is in full 

contact with entire nozzle circumference

 Gradually tighten manway cover bolts in a 

diametrically opposite fashion until all are wrench-tight (Refer to Figure 15 for 

suggested bolt tightening patterns and torque values)

 Once loading is completed, and prior to shipping car, ensure that bottom outlet 

cap, manway cover, and any plugs are in place and secured wrench tight

 Close all fitting covers and install locking pins

 When required, install seals on fittings to protect load from vandalism or theft. 

Record seal numbers on bill of lading

 Inspect car to ensure it conform to appropriate government regulations usually 

found under “Examination before shipping”

Figure 14: Inspect Rail Tank Car
16

Figure 15: Manway Closure Procedure1

Note: Table shows suggested bolt tightening patterns and torque values

 

1

This table was prepared by Virginia Sealing Products, Inc., and is for information purposes only.

© 

2007 Virginia Sealing Products, Inc. 
17

4.0 Unloading Molten Sulphur from a 

Rail Tank Car 
18

4.1 Open Dome Lid (Venting)

Refer to Association of American 

Railroads Bureau of Explosives 

Pamphlet 34 for guidance on spotting 

rail tank cars, stencils, condition, and 

other general handling information 

(Attached as Appendix B). Advise 

owner of any problems with the tank 

car tank.

Prior to opening the dome:

 Determine wind direction and make 

sure all personnel in proximity stand upwind as indicated by wind socks

 Person opening dome should wear personnel protective equipment (PPE), which 

usually includes a positive pressure full face air supplied respirator with auxiliary air 

supply and personal H2S monitor

 Ensure proper fit and operation of facemask and fresh air supply before 

proceeding

 Clear unloading area of all non-essential employees and contractors

 Anyone remaining in close proximity of a rail tank car while dome lids are being 

opened should consider not only atmospheric conditions but also and facility 

specifications for wearing proper protective equipment, including a personal H2S 

monitor

 Make sure all personnel in proximity are aware that you are about to open dome 

lids

 Slowly loosen nuts on the dome lid starting at the hinge side, leaving nut on the 

safety bolt under the handle secure until all other nuts are loose, then slowly 

loosen nut on the safety bolt

 If H2S monitor activates, stop unloading operation and evacuate to an area upwind 

of dome lid

o Personnel in proximity should be wearing PPE and remain standing by to assist 

should the operator venting rail tank car need assistance

 Slowly open dome lid and if a crust of sulphur is discovered, break through it using 

a non-ferrous rod with caution as pressure may be trapped under this crust (This 

step is important to reduce potential for a release of molten sulphur when steaming 

car)

Figure 16: Open Dome Lid
19

4.2 Steam Rail Car

Additional information is available in Appendix C, “Safety Advisory Guidance: 

Heating Rail Tank Cars To Prepare Hazardous Material for Unloading or 

Transloading” published by PHMSA in Federal Register Volume 78, Number 134 

on Friday, July 12, 2013.

 Hook up steam inlet line and condensate outlet; remove bottom outlet cap; inspect 

gasket on the 90° fitting and replace if needed, and ensure bottom outlet valve is 

closed

 Secure bottom outlet cap out of the away from outlet nozzle to ensure that it does 

not contact the molten sulphur during unloading

 Slowly open steam valve to introduce steam to rail tank car. (This must be done 

slowly to avoid thermal shock to rail tank car coils)

 Blow out all residual condensate from steam coils until clean

 Steam fully until molten sulphur status is achieved. This process may take 

anywhere from 36-48 hours

 Fully open condensate return line and blow out all residual condensate from steam 

coils until clean

 Close steam valve supply valve

 Once rail tank car has discharged all steam and condensate, slowly remove hose 

from rail tank car being cautious not to expose yourself to hot condensate

 NOTE: Prior to discharge, the operator should commence the steam/condensate 

blow down and slowly remove steam hoses to reduce potential for personnel 

contact with hot condensate

4.3 Unload Rail Tank Car

 Check to ensure sulphur in rail tank car is completely liquefied prior to opening 

bottom outlet valve

 Check to assure steam hoses are removed from unloading area

 Place appropriate unloading connection or outlet funnel and secure to bottom 

outlet valve to assure that molten sulphur is directed into channel or molten 

sulphur pit
20

 Make sure bottom outlet cap is in a 

position that prevents molten sulphur 

splash during loading

 From a safe position, slowly rotate the 

bottom valve handle until product begins 

to flow. Confirm product is flowing steadily 

and being properly directed into outlet 

funnel and sulphur channel or connection 

and pit prior to fully opening valve handle

 Visually monitor unloading process to 

ensure product continues without 

restriction or obstructions 

 Ensure rail tank car is fully emptied (stops dripping) prior to closing bottom outlet 

valve

4.4 Secure from Unloading Operation

 Once rail tank car is completely empty, close the bottom outlet and secure 

handle in bracket and apply securement pin

 Unfasten and remove outlet product funnel

 Secure bottom outlet valve caps tool tight onto the rail tank car and be sure not to 

cross thread

 Close the dome lid, and tighten tool tight using the cross/torque method (refer to 

Figure 15)

 Complete post car inspection report

 Alert supervisor of any unusual operations or tank car abnormalities

Figure 17: Unloading
21

5.0 Observations
22

5.1 Alternatives for Loading

 Secure loading arm discharge pipe to manway nozzle 

to prevent it from being dislodged during loading

 Visual monitoring of molten sulphur level using gage 

rod at manway nozzle to prevent potential overfill 

situations

 When loading is near completion slowly reduce 

product flow to prevent “spitting” and eliminate 

sulphur spray on the jacket

 Consider waiting 5-10 minutes after loading is 

complete before moving loading arm away from 

nozzle to prevent dripping on jacket

 Consider attaching a bucket on the end of loading 

arm under nozzle after loading is complete to prevent 

dripping on jacket

 Consider using canvas tarp around manway nozzle to minimize sulphur residue on 

jacket

5.2 Alternatives for Unloading

 Ensure supplied breathing air is used by the operator when opening the manway 

and slowly venting the car while standing upwind

 Define safe distances from rail tank cars on a site-by-site basis while unloading to

ensure that all personnel in proximity are aware when molten sulphur unloading is 

occurring

 Consider using canvas tarp around manway nozzle to minimize sulphur residue on 

jacket

 Consider securing bottom outlet cap away from bottom outlet nozzle to minimize 

splashing of product on the underside of rail tank car

 Consider using unloading funnels or cones to minimize splashing of product on the 

underside of rail tank car

5.3 Potential Equipment Improvements

 Maintain all checklists, paperwork, and bill of lading associated with rail tank car 

loading and unloading accessible at point of transfer

Figure 18: Use of 

Bucket to Reduce 

Spillage
23

 Ensure emergency evacuation 

routes are clearly identified and 

signs are in place to direct 

personnel

 Consider alternatives to 

loading/unloading rack best suited 

to specific site capabilities/needs

 Direct forced air ventilation when 

opening the manway

 Consider torqueing procedure after 

24 hours to ensure proper fit Figure 19: Maintain Paperwork
24

6.0 References

 Molten Sulphur Rail Tank Car Guidance (Appendix A)

o The Sulphur Institute, 2010

 Association of American Railroads, Bureau of Explosives, Pamphlet 34, 

“Pamphlet 34 Recommended Methods for the Safe Loading and Unloading 

of Non-Pressure (General Service) and Pressure Tank Cars” (Appendix B)

o Association of American Railroads, Casualty Prevention Circular, CPC-1245, 

2013

 Safety Advisory Guidance: Heating Rail Tank Cars To Prepare Hazardous

Material for Unloading or Transloading (Appendix C)

o U.S. Department of Transportation, Pipeline and Hazardous Materials Safety 

Administration, Federal Register Volume 78, Number 134, 2013

 The Sulphur Data Book

o Freeport Sulphur Co., Copyright©1954, McGraw-Hill Book Co., Inc.

 Freeport Sulphur Handbook

o Freeport Sulphur Co.; Copyright©1959, Freeport Sulphur Co.

 Texasgulf Sulphur Manual

o Gulf Sulphur Co.; Copyright©1959, Texas Gulf Sulphur Co.

 Handling Liquid Sulfur

o Occupational Safety & Health, National Safety Council; Copyright©1993, 

National Safety Council

 Kirk-Othmer Encyclopedia of Chemical Technology

o Kirk-Othmer Encyclopedia of Chemical Technology, Fourth Edition, Volume 23; 

Copyright©1997 by John Wiley & Sons, Inc.
25

7.0 Acronyms

AAR Association of American Railroads

ANSI American National Standards Institute

DOT Department of Transportation

FRA Federal Railroad Administration

H2S Hydrogen Sulphide

PHMSA Pipeline and Hazardous Materials Institute

PPE Personal Protection Equipment

S8 Orthorhombic Sulphur

SCBA Self Contained Breathing Apparatus

SO2 Sulphur Dioxide

TSI The Sulphur Institute

oC Degrees Celsius

o

F Degrees Fahrenheit
26

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Molten Sulphur Rail Tank Car Guidance Document, November 18, 2010, Page 1 of 4 Pages (Including 3 Example Pages) 

The Sulphur Institute 

1140 Connecticut Avenue N.W., Washington, DC 20036 

Ph: 202-331-9660 // www.sulphurinstitute.org

Molten Sulphur Rail Tank Car Guidance

The Sulphur Institute (TSI) and the sulphur industry recognize that molten sulphur rail tank cars 

with formed, solid sulphur on ladders and handrails, tank car marks and stencils, and product 

identification panels presents a challenge to those responsible for handling rail tank cars and 

first responders for rapid and accurate identification in the event of an accident. In order to 

minimize occurrence of molten sulphur spills, there must be cooperation between shippers 

(suppliers) and customers (consumers) to identify locations where molten sulphur spills occur, 

and improve procedures to prevent future spills. Shippers and customers can provide valuable 

information to assist in identifying recurring locations of molten sulphur spills and take 

preventative action. 

The presence of an excessive amount of formed, solid sulphur on molten sulphur rail tank car 

safety appliances, marks, or stencils displays a negative image of our industry to the public. 

Neither safety concerns nor negative public perceptions are acceptable to the sulphur industry 

and action is necessary to prevent molten sulphur spills and remedy any safety concerns. 

To accomplish the objectives outlined, the following steps are prepared for guidance, along with 

attached photos showing examples and appropriate actions. 

I. If a shipper identifies a molten sulphur rail tank car with a spill that represents a safety 

concern, the shipper will: 

3⁄4 report the molten sulphur spill to management 

3⁄4 arrange to remove the molten sulphur spill on site if permitted and safe to do so 

If for some reason removal cannot be accomplished on site, the shipper will arrange for 

offsite cleaning at an appropriate facility 

II. If a customer identifies a molten sulphur rail tank car with a spill that represents a safety 

hazard, the customer will: 

3⁄4 report the molten sulphur spill to management and the rail tank car shipper 

3⁄4 be encouraged by the shipper to remove the molten sulphur spill on site 

If for some reason the customer cannot remove or arrange for removal on site, work with 

the shipper to arrange for offsite cleaning at an appropriate facility 

III. If a significant spill is identified on safety appliances, marks, or stencils of a loaded molten 

sulphur rail tank car, it will be tagged (to include at a minimum, the date, location, and the 

phrase, “DO NOT LOAD”) to go to home shop after unloading at destination and its 

condition reported to the rail tank car shipper 

IV. Shipper and Customer Report: 

3⁄4 Each shipper and customer is strongly encouraged to share information about all 

spills and experiences in resolving incidents with particular focus on elimination of 

spills on safety appliances, marks, or stencils via email to 

transport@sulphurinstitute.org. This information will be aggregated and presented 

for discussion during TSI’s Environment, Health and Safety (EHS) and North 

American Transportation Regulations and Logistics (NATRL) Working Group 

meetings. 

Appendix A

Appendix A — 27
The Sulphur Institute

Molten Sulphur Rail Tank Car Guidance

Molten Sulphur Rail Tank Car Guidance Document, November 18, 2010, Example Page 1 of 3

Example of acceptable residue until next shopping

Example of acceptable residue until next shopping

Appendix A

Appendix A — 28
The Sulphur Institute

Molten Sulphur Rail Tank Car Guidance

Molten Sulphur Rail Tank Car Guidance Document, November 18, 2010, Example Page 2 of 3

Example of acceptable residue until next shopping

Example of acceptable residue until next shopping

Appendix A

Appendix A — 29
The Sulphur Institute

Molten Sulphur Rail Tank Car Guidance

Molten Sulphur Rail Tank Car Guidance Document, November 18, 2010, Example Page 3 of 3

Example of need to clean residue on safety appliance

Spill on Safety Appliance

Example of need to clean significant spill

Appendix A

Appendix A — 30
Safety and Operations 

425 3rd Street, SW Suite 1000, Washington, D.C. 20024 

Phone (202) 639-2262; FAX (202) 639-2930; e-mail kdorsey@aar.org 

ASSOCIATION OF 

AMERICAN RAILROADS

K.B. Dorsey 

Executive Director - Tank Car Safety 

January 18, 2013

CASUALTY PREVENTION CIRCULAR 

(CPC-1245) 

SUBJECT: Pamphlet 34 Recommended Methods for the Safe Loading and Unloading of 

Non-Pressure (General Service) and Pressure Tank Cars T9.2 

TO: THE MEMBERS AND PRIVATE CAR OWNERS: 

At the request of the Haz Mat (BOE) Committee, Pamphlet 34 has been reviewed and changes 

made to bring it inline with current best industry practices. The objective of the pamphlet is to 

promote the safe loading, unloading, and preparation for transportation of tank cars. The specific 

revised sections are: 

 Removed existing wording under item 4 Section A 

 New paragraph 13 under Section A 

 New item 16 under Section B 

 Replace existing wording of item 22 under section B 

 Includes sections 6.0 through 6.6 and tables D7 through D13 of Appendix D of AAR 

MSRP Section C Part III (M-1002) 

Note: The information provided within section 4 of Pamphlet 34 is a reprint of sections 6.0 

through 6.6 and tables D7 through D-13 of Appendix D of AAR Manual of Standards and 

Recommended Practices Section C Part III “Specification for Tank Cars” (M-1002). NOTE: This 

material will continue to be maintained under Appendix D of AAR MSRP Section C Part III (M1002). 

The revised pamphlet is included in this circular and is in effect as of the publication date of this 

circular. This CPC-1245 supersedes CPC-1190. Under the provisions of Standard S-050, which 

may be found on the TTCI web site (AAR.com), this circular reflects the final action on this 

matter. 

 Respectfully Submitted, 

 

 

 K.B. Dorsey

Appendix B

Appendix B — 31
Pamphlet 34 (CPC-1245 published 1/18/2013) 2 

Pamphlet 34 - Recommended Methods for the 

Safe Loading and Unloading of 

Non-Pressure (General Service) 

and Pressure Tank Cars

January 18, 2013

Appendix B

Appendix B — 32
Pamphlet 34 (CPC-1245 published 1/18/2013) 3 

TABLE OF CONTENTS 

Preface ......................................................................................................... 4

Section 1: General Instructions for Loading and Unloading ......................... 5

Section 2: Loading a Tank Car ..................................................................... 7

2.1 Before Loading a Tank Car .................................................................................. 7

2.2 During Loading a Tank Car .................................................................................. 9

2.3 After Loading a Tank Car ..................................................................................... 9

Section 3: Unloading a Tank Car ............................................................... 11

3.1 Before Unloading a Tank Car: ............................................................................ 11

3.2 If Heater Coils Are Needed For Unloading ......................................................... 11

3.3 Unloading ........................................................................................................... 12

3.4 After Unloading a Tank Car ................................................................................ 13

Section 4: Reprint of Parts of M-1002 Appendix D .................................... 15

Section 5: Additional Information ............................................................... 29

5.1 Websites References ......................................................................................... 29

5.2 Regulation and Standard References ................................................................. 29

Appendix B

Appendix B — 33
Pamphlet 34 (CPC-1245 published 1/18/2013) 4 

Preface 

This document presents general guidelines for the selection of tank cars and 

recommended procedures for loading and unloading of the cars. It is not a complete 

and comprehensive set of methods, instructions or procedures applicable for all 

situations and car types. Each user company is encouraged to develop specific 

procedures using this document as a general guide where it applies. A particular 

location may require the use of additional or different precautions for the loading or 

unloading operations to be performed safely. Appropriate individual company 

procedures and applicable government requirements, including U.S. Department of 

Transportation (DOT) Hazardous Materials or Transport Canada (TC) Transportation of 

Dangerous Goods regulations, must be followed. 

All repairs must be performed by properly Certified or Registered Tank Car Facilities. 

Experienced, trained personnel who are knowledgeable of the safety requirements and 

loading/unloading operations must be used. For loading and unloading of Hazardous 

Materials/Dangerous Goods, these knowledgeable persons must be designated as and 

trained as “HazMat”/or qualified employees per government regulations. Loading/ 

unloading personnel must be responsible for compliance with all company procedures 

and regulatory requirements during the complete operation. See regulatory references 

at the end of this document. 

CAUTION: Since the loading and unloading of tank cars involves the opening of valves, 

fittings, flanges, caps, plugs and other closures there is always a possibility of product 

spillage or leakage. While this should be minimized the loader/unloader must be 

prepared to capture, collect and dispose of any spilled or leaked product in an 

environmentally-acceptable manner. 

Appropriate Personal Protective Equipment (PPE) should be worn throughout the 

loading or unloading procedure. 

Appendix B

Appendix B — 34
Pamphlet 34 (CPC-1245 published 1/18/2013) 5 

Section 1: General Instructions for Loading and Unloading 

1.1 The car must have the hand brakes set and the wheel(s) blocked against 

movement before any loading/unloading activities are started. 

1.2 When the car is positioned for loading or unloading, securely block access 

to the track by use of derails, aligned and locked switches, bumper blocks or 

other such apparatus. 

1.3 While a car is connected for loading/unloading, blue caution signs 

(sometimes known as “blue flags”) must be placed on the track as required 

by regulations and company procedures. 

1.4 Before loading/unloading, inspect the car for damage. If found, contact the 

car owner for further instructions before loading. 

1.5 Safety equipment such as safety showers and eye wash stations should be 

verified to be present and operational before conducting loading/unloading 

activities. 

1.6 Proper tools should be used for loading/unloading operations. They must 

be clean and in proper condition at all times. 

1.7 Tank car tanks containing flammable or combustible gases or liquids should 

be electrically grounded and bonded during loading and unloading 

operations. Grounding and bonding of cars carrying other commodities is 

also encouraged. 

1.8 All loading/unloading inspections should be properly documented through a 

check list or similar method. 

1.9 The loading/unloading area should have adequate lighting and be free of 

obstacles or unnecessary equipment. 

1.10 During the loading/unloading process, cars must be attended by trained 

personnel or monitored by an approved monitoring system. Do not allow 

the loading/unloading operation to stand unattended or unmonitored while 

connections are attached to the car. If necessary to discontinue operations 

for a period of time, all valves must be closed, all connections removed and 

the car must be prepared as if ready for transportation. However, 

operations can be discontinued on an attended or monitored car by closing 

valves on the car and closing valves at the facility without disconnecting 

hoses. 

1.11 When operating gauging devices, top operated bottom outlet valves, or any 

other top fittings or closures, loaders/unloaders should not: 

Appendix B

Appendix B — 35
Pamphlet 34 (CPC-1245 published 1/18/2013) 6 

1.11.1 Stand directly above or place any part of their body directly above the 

gauging device, valve, fitting, or closure. 

NOTE: An excess flow valve is a device which closes automatically against 

the flow of the contents of the tank in case the external closure valve is 

broken off or removed in transit. Excess flow valves are neither designed, 

nor intended, to stop the flow of a tank car's contents in the event of a 

failure of a loading/unloading system's piping or hoses. 

1.12 Prior to attempting to move the gage rod loosen the packing gland nut 

slightly. Do not use a wrench for additional leverage to raise and/or lower 

sticking gage rods. Remember to retighten the packing gland nut prior to 

offering for transportation. 

1.13 During loading and unloading, the pressure in the tank must not exceed the 

lesser of: 

75% of the pressure relief valve start-to-discharge pressure; or 

75% of the tank test pressure; or 

60% of the rupture disc burst pressure in a combination device. 

NOTE: Limiting the pressure below the above values helps ensure that the 

pressure relief device will not function during product transfer operations. 

For example, for a DOT111A60W1 tank car with a 75 psig pressure relief 

device, the pressure within the tank must not exceed 45 psig. (75% of 60 

psi). Maintaining the pressure below 75% of the pressure relief valve startto-discharge pressure helps ensure that the pressure in the tank is below 

the vapor tight pressure of the device, and limiting the pressure below 60% 

of the rupture disc pressure in a combination device ensures the pressure is 

below the point which disc deformation may occur.

Appendix B

Appendix B — 36
Pamphlet 34 (CPC-1245 published 1/18/2013) 7 

Section 2: Loading a Tank Car 

2.1 Before Loading a Tank Car 

2.1.1 Ensure that general procedures in Section A are followed. 

2.1.2 Shippers must ensure that the tank car selected is authorized for the 

commodity being loaded. The tank car must comply with DOT or TC 

regulations and/or AAR’s current Manual of Standards and Recommended 

Practices, Section C-Part III, (Specifications for Tank Cars, Specification M1002). 

2.1.3 The tank car must be of sufficient capacity, both by weight and volume to 

contain the quantity of the product being loaded. Applicable requirements 

such as outage, filling density or weight restrictions must be met. Consult 

the appropriate regulations/company policies for specific filling 

requirements. 

2.1.4 Inspect the car for overall integrity and any visible damage. All safety 

appliances must be in proper condition. The car must show no sign of 

leakage and have no visible defects. 

NOTE: During the inspection of the car, look for any items that are not 

typical of standard tank car designs as they may indicate a security breach 

– follow company-specific procedures or guidelines if such items are found. 

2.1.5 Qualification stencils should be reviewed to confirm that the car is not 

overdue for any tests, qualifications or inspections. Do not load a car with 

overdue tests, qualifications or inspections. 

2.1.6 All fittings, valves, gaskets and fasteners must be in proper condition, i.e. 

not corroded, torn, worn, stripped or otherwise damaged. Materials 

contacting the lading must be compatible with the product being loaded into 

the car. 

2.1.7 Unless the car is cleaned/purged, ensure that the residue in the car is 

compatible with the product being loaded into the car. Do not load a car 

that has an unidentified residue. 

2.1.8 If equipped with a safety vent, the rupture disc must thoroughly inspected. If 

equipped with a pressure relief valve, the valve must be inspected to ensure 

no debris is in its discharge area. If a combination pressure relief device is 

present each detection device (including, for example, telltale indicator or 

needle valve) should be checked to determine the integrity of the rupture 

disk. These devices must be closed prior to transportation. 

2.1.9 If equipped with bottom outlet valve(s), the outlet cap(s) and/or plug(s) must 

be removed to check the bottom outlet valve for leakage. If equipped with 

Appendix B

Appendix B — 37
Pamphlet 34 (CPC-1245 published 1/18/2013) 8 

an auxiliary valve, open the auxiliary valve with its cap/plug removed to 

check the bottom outlet valve for leakage. Upon removal of the plug and/or 

cap or opening of the auxiliary valve, be prepared for the possible release of 

material from the outlet leg and from a leaking valve. 

2.1.10 If equipped with a Top Operated Bottom Outlet Valve (BOV), if practicable, 

loosen the top packing nut and operate the valve to verify proper operation. 

Depending on findings, close the valve and tighten the top packing nut or 

stop the operation and repair the valve before loading the car. 

CAUTION: This process may allow material to drain into the outlet leg of 

the car between its BOV and auxiliary valve. 

2.1.11 If equipped with a Bottom Operated Bottom Outlet Valve, if practicable, 

operate the bottom outlet valve to verify its proper operation. Depending on 

findings, close the valve and lock the handle in the closed position or stop 

the operation and repair the valve before loading the car. 

 

CAUTION: This process may allow material to drain into the outlet leg of 

the car between its BOV and auxiliary valve. 

 

2.1.12 The bottom outlet plug and/or cap must remain off its fitting during entire 

loading process to ensure that the bottom outlet valve is not leaking. If 

equipped with an auxiliary bottom outlet valve, the auxiliary bottom outlet 

valve must be left open with the plug removed during the entire loading 

process to ensure that the primary bottom outlet valve is not leaking. 

2.1.13 If equipped with a heating system, thoroughly inspect the exposed parts of 

the system. If the car is equipped with interior heater coils, remove the 

caps, be prepared for release of material and check for leaks prior to 

loading the car. 

2.1.14 If so equipped, remove thermometer well cap and the magnetic gage rod 

cover cap slowly to determine if there is a leak. Inspect the o-ring on the 

thermometer well fitting and the magnetic gage rod body and replace as 

required. Verify that adequate ethylene glycol/anti-freeze mixture is present 

in the thermometer well to allow for taking an accurate product temperature 

reading. 

2.1.15 Where applicable, connect the vapor valve to a recovery system. Open the 

vapor valve for displacement of the vapor before opening any product valve 

or manway. 

2.1.16 If equipped with a hinged and bolted manway thoroughly inspect the 

manway nozzle and cover assembly assuring that: 

2.1.16.1 The manway cover is functional, properly aligned and centered on the 

manway nozzle, hinge pin operates freely, is in place and not bent, cut or 

Appendix B

Appendix B — 38
Pamphlet 34 (CPC-1245 published 1/18/2013) 9 

damaged and the eyebolt slots and ears are not bent, worn, damaged or 

deformed. The cover must be free of commodity or other build up that would 

prevent proper operation of the eyebolts. The area adjacent to the gasket 

sealing surface must be free of commodity or other build up that would 

interfere with adjacent surfaces and adjacent areas must be free of 

corrosion or damage that would allow passage of commodity with the cover 

in the closed and bolted position. 

2.1.16.2 The manway nozzle sealing surface is free of gouges, nicks, corrosion, 

displaced metal, residual commodity and remnants of old gaskets. 

2.1.16.3 The manway gasket is in place, intact, has not taken a permanent 

compression set that interferes with sealing, is the style and design 

compatible with the manway nozzle assembly and is of a material 

compatible with the commodity. 

2.1.16.4 The eyebolts, nuts and washers are not bent, damaged, corroded, and the 

assemblies are free of excess paint or commodity. Nuts and washers must 

be of size to fully bridge the eyebolt slots and washers must not be 

deformed. The manway nozzle is equipped with safety eyebolts at the 

proper locations opposite the hinge side of the nozzle. 

2.1.16.5 The eyebolt pins and hinges are not bent, damaged, deformed or worn to 

the extent to prevent free movement of the eyebolts and proper 

engagement in the manway cover eyebolt slots. 

2.2 During Loading a Tank Car 

2.2.1 During loading continually monitor the car for any signs of leakage. 

2.2.2 Ensure adequate outage space remains in the car when loading is 

completed to prevent overloading by volume or by weight and to allow 

expansion in transit. Refer to applicable regulations for correct outage, 

filling density and other weight restrictions for the commodity loaded. 

2.3 After Loading a Tank Car 

2.3.1 When loading is complete re-check the car for any signs of leakage. If there 

are any signs of leakage and if the leak cannot be stopped, the car must not 

be offered for transportation. 

2.3.2 Document, per company procedures, the outage level, seal numbers and 

product identification information. 

2.3.3 Close all valves after car is loaded. Verify there is no detectable leakage 

from valves, flanges, threaded connections and packing glands. Secure all 

plugs and outlet caps with a suitable tool. Use non-sparking tools if required 

Appendix B

Appendix B — 39
Pamphlet 34 (CPC-1245 published 1/18/2013) 10

by company procedures. (PTFE, Teflon®, paste or not more than three 

wraps of PTFE tape have been found to be acceptable materials for use in 

sealing plugs and caps.) {Note: In most cases exterior coils should not have 

caps}. Do not offer the car for transportation if any leaks are found! 

NOTE: Association of American Railroads Interchange Rules require that 

any leaky tank, regardless of the commodity carried, shall be stenciled, 

“LEAKY TANK, DO NOT LOAD UNTIL REPAIRED”, in 3-inch letters, on 

each side adjacent to the car number, and the location of the leak must be 

identified by an “X”. In addition, the car must be stenciled or decaled 

“HOME SHOP FOR REPAIRS DO NOT LOAD.” 

2.3.4 When securing a manway cover tighten the bolts using the appropriate star 

pattern and internal procedures. Lubricate manway eyebolts as required to 

maintain serviceability of the bolts and to ensure that proper torque values 

are achieved. Verify that the manway cover ears have not deformed or bent 

out of plane due to the torque applied to the eyebolts. 

2.3.5 After loading, apply and hand-tighten magnetic gauge cover and 

thermometer well cap. 

2.3.6 After the tank car has passed the appropriate leak test, top unloading valve 

handles that are not enclosed in a protective housing, must be removed 

before the car is offered for transportation. 

NOTE: All valves, fittings, closures, plugs, caps, and fasteners are to be 

checked for tool tightness even if the item was not utilized during the 

unloading process (thermometer and magnetic gauging device covers with 

o-rings are to be hand tight, not tool tight.)

2.3.7 Product spillage on the tank exterior must be removed. 

2.3.8 The car must be properly placarded and marked before it is offered for 

transportation. 

Appendix B

Appendix B — 40
Pamphlet 34 (CPC-1245 published 1/18/2013) 11

Section 3: Unloading a Tank Car 

3.1 Before Unloading a Tank Car: 

3.1.1 General procedures in Section A should be followed. 

3.1.2 All fittings seals should be examined before removing them for evidence of 

tampering. 

3.1.3 Verify that valves and fittings are closed before removing plugs, caps and 

flanges. 

3.1.4 Any dirt or debris should be removed from the fittings before opening them. 

3.1.5 Before unloading, verify the contents of the tank car and of the receiving 

vessel for compatibility. 

3.1.6 If the tank car is a general service car, relieve tank pressure by one or more 

of the following methods: 

3.1.6.1 Slowly opening the vent valve. 

3.1.6.2 Carefully open the fill hole cover or hinged manway cover. If using the 

manway cover for pressure relief, use caution when loosening bolts. The 

bolt(s) by the handle are the safety bolt(s). Loosen the safety bolt(s) by one 

or two turns at a time, and then loosen the remaining bolts. 

3.1.6.3 If necessary, vent to a scrubber or vapor collection system. 

NOTE: CAUTION should be exercised because any tank car may be under 

pressure. 

NOTE: The vacuum relief valve should not be used to vent pressure. 

NOTE: Atmospheric venting may create a safety and/or environmental 

hazard. 

3.1.7 Venting is not necessary if the tank car is to be pressure-unloaded. 

However, a means to prevent over-pressure must be provided. 

3.2 If Heater Coils Are Needed For Unloading 

3.2.1 If equipped with interior heater coils, remove heater coil caps and check for 

leakage before connecting steam hoses. 

3.2.2 Connect steam hoses to inlet connections of the heating system. Use a 

shut-off valve to control the steam flow. The tank should be vented before 

and during steaming to prevent excess pressure build-up. 

Appendix B

Appendix B — 41
Pamphlet 34 (CPC-1245 published 1/18/2013) 12

3.2.3 Caution must be taken when applying steam to the system. Apply steam 

slowly until steam is observed at the heater coil outlet. Rapid expansion of 

the coils could cause breakage of the steam system. If steam is bubbling in 

the product, the interior steam coil is broken. Shut off the steam. If there is 

a dual system on the car, use the other bank. Report defects per company 

procedures to the shipper of the product and/or to the car owner. 

3.2.4 Steaming operations should be carefully monitored to ensure the product or 

container does not become over-heated. 

3.2.5 If the bottom outlet valve is steam jacketed, steam should be applied to the 

outlet steam jacket. DO NOT apply steam directly into the outlet chamber! 

3.2.6 When unloading general service tank cars with protective linings it is 

important to remember that steaming of a partially filled tank car may 

damage the coating due to localized overheating. Once unloading is in 

process, steam pressure should be reduced or shut off to the car to avoid 

damaging the protective lining. 

3.3 Unloading 

3.3.1 When unloading through the bottom outlet, with the manway open, take 

care to prevent contamination of the product or, in the case of flammable 

materials, sparks or other sources of ignition. 

3.3.2 Verify that the bottom valve is closed before loosening bottom outlet plug or 

cap. 

3.3.3 Be prepared to collect any materials trapped in the bottom outlet leg upon 

loosening of the cap/plug assembly. Slowly loosen the outlet cap. If more 

than 2 - 3 quarts are collected in the containment system, there is a 

probability of bottom outlet valve leakage. Do not remove the cap 

completely. If the valve continues to leak tighten the cap/plug assembly. 

Inform the tank car owner of the leaking condition and request what action 

to take. 

3.3.4 Before opening the unloading valves, securely attach the transfer system 

and perform a leakage test, if possible. 

3.3.5 If a non-pressure tank car is being unloaded by pumping through the bottom 

outlet valve or top-mounted liquid valve, a means of preventing vacuum 

(which may cause a collapse of the tank) must be provided. Relieve all 

pressure used to unload the car, except for those products that may have a 

nitrogen padding applied. A warning should be applied in the manway area 

to indicate when nitrogen or other non-life supporting gas is present as a 

pad. 

Appendix B

Appendix B — 42
Pamphlet 34 (CPC-1245 published 1/18/2013) 13

3.4 After Unloading a Tank Car 

3.4.1 If the steam supply is still active, shut it off and remove connections. Check 

the heating coils for water removal and check for leaks per company 

procedures. If leaks are found, notify the car owner and/or the shipper. 

3.4.2 Verify that all valves are closed. 

3.4.3 Verify that all unloading connections are removed. 

3.4.4 Secure all fittings, valves and openings in the appropriate manner. (All 

plugs and outlet caps must be secured with a suitable tool. Use nonsparking tools per company procedures when required.) Exceptions: 

Thermometer and magnetic gauging device covers with o-rings are to be 

hand tight, not tool tight. 

NOTE: All valves, fittings, closures, plugs, caps, and fasteners are to be 

checked for tool tightness) even if they were not utilized during the 

unloading process again with the exceptions of thermometer and magnetic 

gaging device covers with o-rings that are to be hand tight, not tool tight.) 

3.4.5 If the manway was opened during the operation, be sure to inspect the 

manway gasket for damage, deterioration and proper alignment. Tighten 

the manway bolts using the appropriate star pattern and torque values per 

company procedures. 

3.4.6 If equipped with a safety vent, the rupture disc must be examined for 

integrity, proper burst-pressure rating and condition. If the tank car is to be 

reloaded at the same facility one inspection of the rupture disk may be 

adequate. The key requirement is that the rupture disk be thoroughly 

inspected per federal requirements prior to offering for transport with the 

following exceptions: 

3.4.6.1 Residue of some class 8 and 9 materials by Special Permit in the USA and 

3.4.6.2 24.2 Most/all residue cars in Canada except class 2. 

3.4.7 Relieve all pressure used to unload the car, except for those products that 

may have a nitrogen padding applied. A warning should be applied in the 

manway area to indicate when nitrogen or other non-life supporting gas is 

present as a pad. 

3.4.8 All cars (except class 9 material under certain circumstances) must be 

properly placarded and marked before being offered for transportation. 

3.4.9 Ensure proper documentation for transportation is available. 

Appendix B

Appendix B — 43
Pamphlet 34 (CPC-1245 published 1/18/2013) 14

3.4.10 Visually inspect the car to verify that no obvious defects are present. 

NOTE: A car containing the residue of a dangerous good or hazardous 

material must be offered for transportation in the same condition as a car 

loaded with that material. It must be leak free, load placarded, marked, 

closed with seal present if required and properly documented. 

Appendix B

Appendix B — 44
Pamphlet 34 (CPC-1245 published 1/18/2013) 15

Section 4: Reprint of Parts of M-1002 Appendix D 

The information provided within this section includes a reprint of sections 6.0 through 6.6 and 

tables D7 through D-13 of Appendix D of AAR Manual of Standards and Recommended 

Practices Section C Part III “Specification for Tank Cars” (M-1002). NOTE: This material will 

continue to be maintained under Appendix D of AAR MSRP Section C Part III (M-1002). 

Appendix B

Appendix B — 45
Pamphlet 34 (CPC-1245 published 1/18/2013) 16

Appendix B

Appendix B — 46
Pamphlet 34 (CPC-1245 published 1/18/2013) 17

Appendix B

Appendix B — 47
Pamphlet 34 (CPC-1245 published 1/18/2013) 18

Appendix B

Appendix B — 48
Pamphlet 34 (CPC-1245 published 1/18/2013) 19

Appendix B

Appendix B — 49
Pamphlet 34 (CPC-1245 published 1/18/2013) 20

Appendix B

Appendix B — 50
Pamphlet 34 (CPC-1245 published 1/18/2013) 21

Appendix B

Appendix B — 51
Pamphlet 34 (CPC-1245 published 1/18/2013) 22

Appendix B

Appendix B — 52
Pamphlet 34 (CPC-1245 published 1/18/2013) 23

Appendix B

Appendix B — 53
Pamphlet 34 (CPC-1245 published 1/18/2013) 24

Appendix B

Appendix B — 54
Pamphlet 34 (CPC-1245 published 1/18/2013) 25

Appendix B

Appendix B — 55
Pamphlet 34 (CPC-1245 published 1/18/2013) 26

Appendix B

Appendix B — 56
Pamphlet 34 (CPC-1245 published 1/18/2013) 27

Appendix B

Appendix B — 57
Pamphlet 34 (CPC-1245 published 1/18/2013) 28

Appendix B

Appendix B — 58
Pamphlet 34 (CPC-1245 published 1/18/2013) 29

Section 5: Additional Information 

5.1 Websites References 

AAR/TTCI NAR Website - http://nar.aar.com

BOE/TTCI Website – http://boe.aar.com

Federal Railroad Administration (FRA) - http://www.fra.dot.gov/

DOT Hazmat Safety Homepage - http://hazmat.dot.gov/

Transport Canada (Dangerous Goods, TDG) - http://www.tc.gc/tdg/menu.htm

Transport Canada (Rail) - http://www.tc.gc.ca/rail/menu.htm

5.2 Regulation and Standard References 

Hazard Materials Employee Training – 49 CFR 172.704 

Dangerous Goods Employee Training – TDG Clear Language Regulations, Part 6 

Empty Packaging – 49 CFR 173.29 

Examination Before Shipping - 49 CFR 173.31(d) or CGSB 43.147, section 30.16 

Tank Car Unloading (transloading only) – 49 CFR 174.67 

Tank Car Loading and Unloading in Canada – CGSB 43.147, section 30.14 

Stencil Leaky Tank – Field Manual AAR Interchange Rule 1, 3.e. and Rule 80 B. 6. 

Hinged Manway Covers – AAR MSRP, M-1002, Appendix D. 

Appendix B

Appendix B — 59
 

[This Page Intentionally Left Blank] 

Appendix B

Appendix B — 60
Federal Register / Vol. 78, No. 134 / Friday, July 12, 2013 / Rules and Regulations 41853 

1As defined in § 171.8, Transloading means the 

transfer of a hazardous material by any person from 

one bulk packaging to another bulk packaging, from 

a bulk packaging to a non-bulk packaging, or from 

a non-bulk packaging to a bulk packaging for the 

purpose of continuing the movement of the 

hazardous material in commerce. 

CFR part 395. The guidance implicitly 

imposes a recordkeeping requirement, 

but relieves both the carrier and the 

driver of any responsibility for 

maintaining a copy of the instructions at 

the principal place of business or on the 

CMV. 

In addition, the current guidance 

includes an unenforceable performance 

standard for assessing the validity of a 

break that will be recorded as off-duty. 

The guidance states the break must be 

long enough to ensure that the 

accumulated fatigue resulting from 

driving the CMV will be significantly 

reduced. 

FMCSA’s Decision To Revise the 

Regulatory Guidance 

In consideration of the above, FMCSA 

has determined the 1997 regulatory 

guidance should be revised to eliminate 

language that has the effect of 

discouraging drivers from taking breaks 

during the work day, or documenting 

such breaks in their logbooks. The 

FMCSA revises Question 2 to 49 CFR 

395.2, to read as follows: 

Hours of Service for Commercial Motor 

Vehicle Drivers Regulatory Guidance 

for 49 CFR 395.2, Definitions 

Question 2: What conditions must be 

met for a commercial motor vehicle 

(CMV) driver to record meal and other 

routine stops made during a work shift 

as off-duty time? 

Guidance: Drivers may record meal 

and other routine stops, including a rest 

break of at least 30 minutes intended to 

satisfy 49 CFR 395.3(a)(3)(ii), as off-duty 

time provided: 

1. The driver is relieved of all duty 

and responsibility for the care and 

custody of the vehicle, its accessories, 

and any cargo or passengers it may be 

carrying. 

2. During the stop, and for the 

duration of the stop, the driver must be 

at liberty to pursue activities of his/her 

own choosing. 

Through the revision of the regulatory 

guidance, FMCSA makes clear that the 

motor carrier need not provide formal 

guidance, either verbal or written, to 

drivers with regard to the specific times 

and locations where rest break may be 

taken. The revised guidance also 

emphasizes that periods of time during 

which the driver is free to stop working, 

and engage in activities of his/her 

choosing, may be recorded as off-duty 

time, irrespective of whether the driver 

has the means or opportunity to leave a 

particular facility or location. All 

previously issued guidance on this 

matter should be disregarded if 

inconsistent with today’s notice. 

Issued on: July 5, 2013. 

Anne S. Ferro, 

Administrator. 

[FR Doc. 2013–16687 Filed 7–11–13; 8:45 am] 

BILLING CODE 4910–EX–P 

DEPARTMENT OF TRANSPORTATION 

Pipeline and Hazardous Materials 

Safety Administration 

49 CFR Chapter I 

[Notice No. 13–6] 

Safety Advisory Guidance: Heating 

Rail Tank Cars To Prepare Hazardous 

Material for Unloading or Transloading 

AGENCY: Pipeline and Hazardous 

Materials Safety Administration 

(PHMSA), DOT. 

ACTION: Safety advisory guidance. 

SUMMARY: This guidance provides safety 

precautions and recommended guidance 

for persons responsible for unloading or 

transloading 1 hazardous materials from 

rail tank cars, specifically those persons 

heating a rail tank car to prepare its 

hazardous material contents for 

unloading or transloading. Further, this 

guidance reminds such persons of 

current regulatory requirements 

addressing this type of operation. 

PHMSA is issuing this guidance in 

coordination with the Occupational 

Safety and Health Administration 

(OSHA) and the Environmental 

Protection Agency (EPA), and in 

consultation with the Federal Railroad 

Administration (FRA). 

FOR FURTHER INFORMATION CONTACT: 

Cheryl West Freeman, Division of 

Engineering and Research, Pipeline and 

Hazardous Materials Safety 

Administration, 202–366–4545. For 

further information regarding OSHA 

regulations, contact OSHA, Office of 

Communications at 202–693–1999 and 

for further information regarding EPA’s 

Risk Management Plan, go to: 

www.epa.gov/emergencies/rmp. 

SUPPLEMENTARY INFORMATION: 

I. Background 

II. PHMSA’s Coordinated Response With 

OSHA and EPA 

III. Federal Regulations 

A. Applicable PHMSA Regulations 

B. Applicable OSHA Regulations or 

Standards 

C. Applicable EPA Regulations 

IV. Guidance for Heating of Rail Tank Cars 

for Unloading or Transloading 

I. Background 

PHMSA’s mission is to protect people 

and the environment from the risks of 

hazardous materials transportation, 

including those loading and unloading 

operations covered under PHMSA 

regulations. Our efforts to enhance the 

safety of hazardous materials loading 

and unloading operations include 

development of standards for bulk 

loading and unloading of hazardous 

materials as part of our current strategic 

plan. Towards this end, on May 24, 

1999, the Research and Special 

Programs Administration (PHMSA’s 

predecessor agency) published a final 

rule [Docket No. RSPA–97–2718 (HM– 

225A), Hazardous Materials: Revision to 

Regulations Governing Transportation 

and Unloading of Liquefied Compressed 

Gases] that revised regulations 

applicable to the transportation and 

unloading of liquefied compressed 

gases. The revisions included new 

inspection, maintenance, and testing 

requirements for cargo tank discharge 

systems, including delivery hose 

assemblies, and revised attendance 

requirements applicable to liquefied 

petroleum gas and anhydrous ammonia. 

Also, more recently, on March 11, 2011, 

PHMSA published a Notice of Proposed 

Rulemaking [Docket Number PHMSA– 

2007–28119 (HM–247), Hazardous 

Materials: Cargo Tank Motor Vehicle 

Loading and Unloading] that proposes 

to amend our regulations to require each 

person (i.e., carrier or facility) who 

engages in cargo tank loading or 

unloading operations to perform a risk 

assessment of the loading and unloading 

operation and develop and implement 

safe operating procedures based upon 

the results of the risk assessment. We 

received comments on the proposals in 

this NPRM and are currently evaluating 

the best course of action to address 

them. 

As part of our continuing efforts to 

enhance the safety of hazardous 

materials loading and unloading 

operations, our combined effort with 

other Federal agencies to protect the 

public, and in response to the findings 

from an NTSB investigation, PHMSA is 

issuing this safety advisory guidance to 

all entities responsible for unloading or 

transloading of heated hazardous 

material from a rail tank car. In 1999 

and again in 2002, accidents occurred as 

a result of the process of heating rail 

tank cars for unloading hazardous 

materials. On February 18, 1999, a rail 

tank car, which was on the unloading 

rack at the Essroc Cement Corporation 


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Appendix C

Appendix C — 61
41854 Federal Register / Vol. 78, No. 134 / Friday, July 12, 2013 / Rules and Regulations 

2The Federal Railroad Administration has 

identified three other incidents involving heating of 

rail tank cars that did not result in death or injury. 

3See http://www.ntsb.gov/doclib/recletters/2004/ 

R04_10.pdf. 

(Essroc) Logansport cement plant near 

Clymers, Indiana, sustained a sudden 

and catastrophic rupture that propelled 

the tank of the rail tank car an estimated 

750 feet and over multistory storage 

tanks. The 20,000-gallon rail tank car 

initially contained about 161,700 

pounds (14,185 gallons) of a toxic and 

flammable hazardous waste that was 

used as a fuel for the plant’s kilns. There 

were no injuries or fatalities. Total 

damages, including property damage 

and costs from lost production, were 

estimated at nearly $8.2 million. The 

National Transportation Safety Board 

(NTSB) determined that the probable 

cause of the accident was the failure of 

Essroc to develop and implement safe 

procedures for heating rail tank cars for 

unloading hazardous waste (i.e., toluene 

diisocyanate matter wastes). This lack of 

procedures resulted in the overpressurization of the rail tank car due to 

chemical self-reaction and expansion of 

the toluene diisocyanate matter wastes. 

On September 13, 2002, a 24,000- 

gallon-capacity rail tank car containing 

about 6,500 gallons of hazardous waste 

catastrophically ruptured at a transfer 

station at the BASF Corporation 

chemical facility in Freeport, Texas. The 

rail tank car had been steam-heated to 

permit the transfer of the waste to a 

cargo tank motor vehicle for subsequent 

disposal. The waste was a combination 

of cyclohexanone oxime, 

cyclohexanone, and water. As a result of 

the accident, 28 people received minor 

injuries. Residents living within one 

mile of the accident site had to shelter 

in place for five and one-half hours. The 

rail tank car, cargo tank, and transfer 

station were destroyed. The force of the 

explosion propelled a 300-pound rail 

tank car dome housing about 1⁄3 mile 

away from the rail tank car. Two storage 

tanks near the transfer station were 

damaged; that resulted in the released 

about 660 gallons of the hazardous 

material oleum.2

The NTSB investigated the Freeport, 

Texas accident and determined that the 

probable cause of the rupture of the rail 

tank car was over-pressurization 

resulting from a runaway exothermic 

decomposition reaction initiated by 

excessive heating of the hazardous 

waste material. The NTSB determined 

that BASF’s failure to monitor the 

temperature and pressure inside the rail 

tank car while the hazardous waste was 

heated in preparation for unloading 

contributed to the accident. As a result 

of its investigation of the Freeport, 

Texas accident, the NTSB recommended 

that PHMSA, in cooperation with the 

OSHA and the EPA, develop regulations 

that require safe operating procedures to 

be established before hazardous 

materials are heated in a rail tank car for 

unloading; at a minimum, the NTSB 

recommended that the procedures 

should include the monitoring of 

internal tank pressure and cargo 

temperature (NTSB Recommendation 

R–04–10; December 15, 2004).3

II. PHMSA’s Coordinated Response 

With OSHA and EPA 

PHMSA believes the current 

regulations provide important 

requirements for the safe unloading of 

heated hazardous material from a rail 

tank car. However, we believe it is 

always beneficial to remind regulated 

entities of their duties in affecting safe 

transportation and to offer guidance in 

furtherance of performing these duties, 

and therefore, PHMSA, in coordination 

with OSHA and EPA, and in 

consultation with FRA, is issuing this 

safety advisory guidance. This safety 

advisory guidance is supplemental to 

the regulations and is provided as 

information for all entities responsible 

for unloading or transloading heated 

hazardous materials from a rail tank car, 

including employees responsible for 

overseeing the operation, inspecting and 

maintaining equipment, establishing 

emergency shutdown procedures, and 

developing safe operating procedures. 

Specifically, this safety advisory 

guidance provides additional guidance 

on the recommended safety precautions 

affected entities should use when 

heating a rail tank car to prepare its 

hazardous material contents for 

unloading or transloading. Employing 

the recommended guidance summarized 

in this guidance will enhance safety and 

diminish the occurrence of incidents 

resulting from the over-pressurization 

and runaway exothermic decomposition 

reactions initiated by heating of 

hazardous material. We note, however, 

that there is no binding regulatory 

impact of the guidance offered in this 

guidance. 

III. Federal Regulations 

A. Applicable PHMSA Regulations 

PHMSA’s Hazardous Materials 

Regulations (HMR; 49 CFR Parts 171– 

180) specify requirements for the safe 

transportation of hazardous materials in 

commerce by rail car, aircraft, vessel, 

and motor vehicle. Requirements in the 

HMR apply to each person who offers a 

hazardous material for transportation in 

commerce, causes a hazardous material 

to be transported in commerce, or 

transports a hazardous material in 

commerce (see 49 CFR 171.1(b) and (c)). 

Transportation includes the movement 

of property and loading, unloading, or 

storage incidental to that movement (see 

49 CFR 171.8). 

In 49 CFR 172.700, PHMSA sets forth 

training requirements to ensure a 

hazmat employee has familiarity with 

the general provisions of the HMR, is 

able to recognize and identify hazardous 

materials, has knowledge of specific 

requirements of the HMR applicable to 

functions performed by the employee, 

and has knowledge of emergency 

response information, self-protection 

measures and accident prevention 

methods and procedures. Any hazmat 

employee (as defined in 49 CFR 171.8), 

including the designated employee, 

must be trained at least once every three 

years in accordance with the existing 

‘‘function specific’’ training 

requirements in 49 CFR 172.704. 

Unloading incidental to movement 

includes rail tank car transloading 

operations, such as the one that resulted 

in the Freeport, Texas accident 

described above (see 49 CFR 171.8). Rail 

tank car unloading operations 

conducted by consignee personnel after 

the rail tank car has been delivered to 

the consignee facility generally are not 

regulated under the HMR (see 49 CFR 

171.1(d)(2)). 

The HMR requirements applicable to 

rail tank car transloading operations are 

in 49 CFR 174.67. The operator of a 

facility at which transloading operations 

are performed must maintain written 

safety procedures governing 

transloading operations and must make 

the safety procedures immediately 

available to the employee responsible 

for rail tank car unloading. In addition, 

persons conducting transloading 

operations must take measures to 

prevent movement of the rail tank car 

and secure access to the track where the 

transloading operation takes place. 

During the transloading operation, the 

rail tank car must be attended or 

monitored at all times. 

B. Applicable OSHA Regulations or 

Standards 

OSHA’s Process Safety Management 

(PSM) standard (see 29 CFR 1910.119) 

contains requirements for processes that 

use, store, manufacture, handle, or 

transport highly hazardous chemicals 


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Appendix C

Appendix C — 62
Federal Register / Vol. 78, No. 134 / Friday, July 12, 2013 / Rules and Regulations 41855 

4 29 CFR 1910.119(b), defines a highly hazardous 

chemical as a substance possessing toxic, reactive, 

flammable, or explosive properties and specified by 

paragraph (a)(1) of § 1910.119. 

5The use of this term with respect to the PSM 

standard is not the same as defined in the PHMSA 

HMR. 

6Both of these processes may be covered by 

OSHA’s PSM depending on the flash point of the 

waste material and the other chemicals present in 

the process. For operations with hazardous 

materials, OSHA recommends implementation of 

management systems such as those required by the 

PSM standard, regardless of coverage. 

on-site.4 Bulk 5 loading and unloading 

operations involving PSM-covered 

chemicals or other processes with PSMcovered chemicals are subject to the 

requirements of the PSM standard.6 The 

PSM standard requires employers to 

compile process safety information (PSI) 

to enable employers and employees to 

identify and understand the hazards of 

the process. The PSI must include: (1) 

Physical and reactivity data of the 

highly hazardous chemicals in the 

process; (2) safe upper and lower limits 

of the process such as temperatures, 

pressures, flows and compositions; and 

(3) an evaluation of the consequences of 

deviation. Using the PSI, employers 

must perform a process hazard analysis 

to systematically identify, evaluate, and 

control the hazards of the process. After 

an employer completes a process hazard 

analysis, the employer must develop 

and implement written operating 

procedures providing clear, written 

instructions for safe operations of a 

process, such as loading and unloading 

operations to or from bulk containers 

(see 29 CFR 1910.119(f)). After the 

procedures are developed, each 

employee, including a contract 

employee, who is involved in loading 

and unloading operations must be 

trained in the required processes and 

the procedures, in accordance with 29 

CFR 1910.119(g). 

The OSHA standards also include 

requirements for the handling and 

storage of specific hazardous materials, 

including hazardous waste. Specifically, 

29 CFR 1910.106(f) contains provisions 

for loading and unloading facilities. 

Additionally, the OSHA standard at 29 

CFR 1910.120, pertaining to hazardous 

waste operations and emergency 

response, establishes requirements for 

emergency response operations. When 

there is a release of hazardous materials, 

or a substantial threat of a release, then 

emergency response operations must 

comply with 29 CFR 1910.120(q). 

In situations where an operation or a 

material is not covered by the PSM 

standard or the other OSHA standards, 

employers are obligated under Section 

5(a)(1)—‘‘the General Duty Clause’’—of 

the OSH Act of 1970 to protect 

employees from serious ‘‘recognized’’ 

hazards. 

Under OSHA’s Hazardous Waste 

Operations and Emergency Response 

(HAZWOPER) standards in 29 CFR 

1910.120, an employer must train 

workers exposed to hazardous 

substances, health hazards, or safety 

hazards before performing hazardous 

waste operations and emergency 

response. Specifically, 29 CFR 

1910.120(e)(3) and (e)(4) detail the level 

of training required of workers, who 

perform cleanup operations or on-site 

management and supervisors of 

workers, and 29 CFR 1910.120(q)(6) 

details the level of training required of 

workers who perform emergency 

response. 

Section 29 CFR 1910.120(e)(3)(i) 

specifies the training requirements for 

general site workers engaged in 

activities which expose or potentially 

expose those workers to hazardous 

substances and health hazards. These 

workers are required to receive a 

minimum of 40 hours of instruction off 

the site, and a minimum of three days 

actual field experience under the direct 

supervision of a trained, experienced 

supervisor. 

Section 29 CFR 1910.120(e)(3)(ii) 

specifies the training requirements for 

workers on site only occasionally for a 

specific limited task, who are unlikely 

to be exposed to hazardous substances 

and health hazards over defined 

permissible limits. These workers are 

required to receive a minimum of 24 

hours of instruction off the site, and a 

minimum of one day actual field 

experience under the direct supervision 

of a trained, experienced supervisor. 

Section 29 CFR 1910.120(e)(3)(iii) 

specifies training requirements for 

workers who are regularly onsite in 

areas that have been monitored and 

fully characterized indicating that 

exposures are under permissible 

exposure limits and published exposure 

limits where respirators are not 

necessary, and the characterization 

indicates that there are no health 

hazards or the possibility of an 

emergency developing. These workers 

are required to receive a minimum of 24 

hours of instruction off the site, and a 

minimum of one day actual field 

experience under the direct supervision 

of a trained, experienced supervisor. In 

accordance with 29 CFR 1910.120(e)(3), 

on-site management and supervisors 

directly responsible for, or who 

supervise employees engaged in the 

activities described above must receive 

40 hours initial training, and three days 

of supervised field experience and at 

least eight additional hours of 

specialized training at the time of job 

assignment. 

For all the levels of workers and their 

on-site management and supervisors, 

the OSHA training requirements 

described in 29 CFR 1910.120(e) and (q) 

would need to include training in all 

aspects of the heating process if that 

employee is responsible for performing 

any such functions, including refresher 

training every three years. 

C. Applicable EPA Regulations 

EPA regulations establish a general 

duty for facility owners or operators of 

facilities that produce, handle, process, 

distribute, or store certain chemicals to 

identify hazards associated with the 

accidental releases of extremely 

hazardous substances, design and 

maintain a safe facility as needed to 

prevent such releases, and minimize the 

consequences of releases. In addition, 

stationary sources with more than a 

threshold quantity of a regulated 

substance in a process are subject to 

EPA’s accident prevention regulations, 

including the requirement to develop a 

Risk Management Plan (RMP) and 

submit the RMP to EPA (see 40 CFR Part 

68). EPA’s RMP requirements contain 

accident prevention measures that are 

virtually identical to those within the 

OSHA PSM standard. 

In addition to the accident prevention 

requirements common to PSM, under 40 

CFR Part 68, regulated facilities must 

perform a hazard assessment consisting 

of worst case and alternative release 

scenarios and a five-year accident 

history, implement an emergency 

response program, implement a 

management system, and develop and 

submit an RMP to EPA. Further, 40 CFR 

Part 112 establishes performance-based 

training requirements that would apply 

to any facility and covered operation, 

including facility transfers that handle 

certain chemicals in the specific 

quantities listed in 40 CFR 68.130. 

IV. Guidance for Heating of Rail Tank 

Cars for Unloading or Transloading 

Several Federal agencies share 

responsibility for the safety regulations 

of rail tank car unloading or 

transloading operations involving 

hazardous material—DOT (PHMSA and 

FRA), OSHA, and EPA. PHMSA, in 

coordination with OSHA and EPA, and 

in consultation with FRA, is issuing this 

safety advisory guidance to offer 

guidance on heating of a rail tank car to 

prepare solidified or viscous hazardous 

material products contained in the rail 

tank car for unloading or transloading. 

Based on existing regulatory 

requirements, we have assembled and 

coordinated the following guidance to 


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Appendix C

Appendix C — 63
41856 Federal Register / Vol. 78, No. 134 / Friday, July 12, 2013 / Rules and Regulations 

raise awareness of those requirements 

and the risks associated with heating 

rail tank cars. This guidance does not 

include all of the aspects applicable to 

the safe heating of rail tanks cars; rather, 

it focuses on the issues raised in the 

NTSB recommendations as a result of its 

investigations into the two incidents 

cited above. 

Procedures. The shipper or facility 

operator, if not the same, should 

develop written safe operating 

procedures to be used when hazardous 

materials are heated in a rail tank car for 

unloading or transloading. The 

procedures should, at a minimum, 

establish hazard controls necessary to 

protect workers, the public, and the 

environment from adverse 

consequences, and include: 

• Detailed information regarding the 

chemical characteristics of the material 

such as, melting temperature, flash 

point, the degree to which the 

hazardous material expands as a result 

of heating, and additional risk if the 

hazardous material reacts with air or 

water.; 

• The pressure created by heating the 

rail tank car at which the material may 

safely be unloaded or transloaded from 

the rail tank car; 

• Active monitoring and 

recordkeeping requirements of the 

internal tank pressure and material 

temperature during the heating process. 

The heating process should be 

monitored with time intervals (such as 

hourly) that are dependent upon the 

nature and history of materials being 

heated; 

• Potential consequences of 

deviations from standard operating 

procedures and how to identify, control 

and respond to those consequences; and 

• Training of all entities involved in 

the unloading or transloading process. 

These procedures should be 

maintained in a location where they are 

immediately available to employees 

responsible for the heating, unloading or 

transloading operation. These 

procedures should clearly define 

employees’ roles and responsibilities for 

the heating of a rail tank car, as well as 

the roles and responsibilities of 

contractor personnel that are employed 

at a facility to conduct the operations for 

heating of a rail tank car. 

Monitoring. The facility operator 

should be knowledgeable of the 

chemical properties of all of the 

materials involved in the heating 

process, including the reactivity of those 

materials, and ensure that the heating 

process (i.e., pressure, temperature, and 

heating rate) applied to the rail tank car, 

and the pressure and temperature inside 

the rail tank car should be monitored to 

ensure that it does not result in overpressurization of the rail tank car. 

Monitoring should be conducted at 

the necessary frequency as heating 

continues until the material reaches its 

recommended parameters (e.g., viscosity 

and temperature) for safe unloading or 

transloading. Certain chemicals, such as 

a material that can undergo rapid 

exothermic decomposition, may require 

more frequent or even continuous 

monitoring during heating. Monitoring 

of the tank pressure and the temperature 

of the hazardous material includes 

measures to ensure that the heating rate 

does not result in over pressurization of 

the rail tank car. 

As an additional aspect of monitoring, 

the facility operator may, when practical 

and safe, and the physical state of the 

material allows, sample the material 

that is in the rail tank car to verify the 

material and its chemical and physical 

properties. The rail tank car contents 

should be monitored at multiple times 

as heating continues until the material 

is determined to be at its recommended 

parameters (e.g., viscosity and 

temperature) for safe unloading or 

transloading. 

Designated Employee. The facility 

operator should designate an employee 

responsible for monitoring the heating 

process. Prior to the onset of operation, 

the designated employee should be 

made thoroughly knowledgeable of the 

nature and properties of the material 

contained in the rail tank car and 

procedures to be followed in the event 

of an emergency. In the event of an 

emergency, the designated employee 

should have the ability and authority to 

take responsive action. 

Training. Hazardous materials 

employees involved in heating rail tank 

cars for unloading or transloading 

operations should be trained in all 

aspects of the heating process that each 

employee is responsible for performing. 

Further, the level of training for each 

employee should correlate with that 

employee’s level of exposure to 

hazardous materials at the facility where 

rail tank cars are heated for unloading 

or transloading. Please refer to the 

Section III for a discussion of specific 

training obligations under applicable 

Federal regulations. 

Issued in Washington, DC, on July 8, 2013, 

under authority delegated in 49 CFR Part 

106. 

Magdy El-Sibaie, 

Associate Administrator for Hazardous 

Materials Safety. 

[FR Doc. 2013–16672 Filed 7–11–13; 8:45 am] 

BILLING CODE 4910–60–P 


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Appendix C

Appendix C — 64